Fluid pressure brake apparatus



March 16, 1954 D. STEWART FLUID PRESSURE BRAKE APPARATUS Filed Jan. 30., 1951 IN VEN TOR. Carlton D. Stewart BY QM 65M.,

A 7' TORNE Y Patented Mar. 16, 1954 UNITED STATES RTENT OFFICE Westinghouse Air Brake Company,

tion of Pennsylvania Application January 30, 195'1, Serial No. 208,604A` 3 Claims.

`1 This invention relates to fluid pressure brake apparatus and.l more particularly to the typeused on. locomotivesV fory controlling application and release of' brakes on the locomotive and" connected cars of a train.

In Patent 2,038,168, issuedv on April 21, 1936, to C?.4 C.v Farmer, there is disclosed a fluid pressure brake apparatus-for a locomotive embodying an engiheers brake valvey device having in addition to the usual service position another service position now commonly known as rst service position. In this rst service position the usual equali'zing reservoir is connectedto a reduction limiting reservoir of such volume as to cause at the usual service rate about a six pound reduction inpressure in said equalizing reservoir and thereby in the brake pipe for effecting a light service application of brakes on a train to gently gather the train slacl'r. In order to prevent leakage oi fluidE under pressure from the brake pipe increasing the reduction in brake pipe pressure and thereby the application of brakesover the substantially light slack gathering degree While the brake valve device is in rst service position, the brake apparatus also includes a brake pipe maintaining valve for supplying fluid under pressure to the brakepipe to compensate for leakage of fluid under pressure therefrom.

The appara-tus further comprises a vent from the reduction limiting reservoir through which, after the siX-to-eight, pound service reduction in pressure in the equallsing reservoir is effected by substantial equalization inte the reduction limiting reservoir, the pressure in said equalizing reservoirI will. continue to reduce at a very slow rate -for the following reason. Beforel the brake pipe on a'. train is fully charged a so called' false gradient' exists in the brake pipe, thatl is, there is a greater dierential between the pressures in the brake pipe at the front and' rear endsv of the train than ever exists with maximum permissible leakage. If an application of brakes were' initiated in l-rst' servicepositionl ot the engineers brake Valve device while such a false gradient in brake e is present, the brakes on all cars of a train will apply due to quick service operation: c-i the well known Al1 brake controlling valve devices onv the' cars. They pressure-in the brake pipe at the headv of the train will then tend to lreduce by iiow toV the rear of the;- train causing operation of the maintainingvalve to supply fluid under pressure to the. brake pipev at the head of vthe train. which, without the vent. above mentioned, wouldresult, inthe pressure. in the hralce pipe from a few cars back of the locomotive to the rear ciV the train being increased sufficiently to cause release of brakes, the brakes' remaining applied. only on said few cars adjacent theloccmotive. However, the vent from. the reduction limiting reservoir'by continuing the reductionv in pressure in the equalizing reservoir continues the reduction in pressure in the brake pipe atv such: a rate as to prevent suliicient increase in` brake pipe pressure tot the rearof the few" cars: above mentioned to cause release of the brakes on-.such cars, and thereby avoids the; possibllity'o the train being placed in a hazardous condition when the engineer is not anticipatingv it.

.iter the slack in ai train hasu been gathered by using nrst service. position of4 the engineers Ibrake valve device as abovek described', said device willv be moved: to the usual service position for` increasing the degree of brake. application and finally to lap positionfor limiting the application to a desired degree, in the usual manner, the maintaining valve notoperating. to compensate for brake pipe leakage in either service'V or' lap position of the brake valve device disclosed in the above mentioned patent.

With theequalizing reservoirpressure gradually reducing through the vent from the reduction limiting reservoir as above described, it will be noted that the brake pipe pressure will` be maintained against leakage but willv gradually-v reduce with the reduction in pressure in the equali'zing reservoir, thisl type of maintaining being cornmonly known as fading maintaining.

ln controlling a train down a long gradev it is customary to cycle the brakes, that is, rst-make a desired degree of application and then, when brake pipe leakage increases the application to a certain extent, release the application downto the setting ci the usual brake cylinderA pressure retaining valve devices While recharging the train brake system, followed by eiecting another application oibrakes etc., the number of such cycles being usually governed by` the length and: continued to the bottom of' the grade. It willI be noted that during cycling of' the brakes, as just described, the degree of' train braking W-illl vary as may also the speed of the train as a consequence, that a lot of compressed air will be Wasted .in partiallyl releasing brakes and then reapplying there, and unless suflcent` recharge of the brake system obtained during each cycle, insu-llicient braking may eventually result with disastrous results. lt is to, be further noted' that the number cycles necessary for the descent of' any chosen grade could be greatly reduced if; upon applying the brakes the brake pipe pressure could brake equipment embodying the invention;

be held constant against leakage to prevent the application increasing to a degree necessitating release thereof. This constant type of maintaining might be called nat maintaining in that the pressure of fluid in the brake pipe would remain right at the desired reduced degree and the structure for providing such could diier from that which provides the fading maintaining above described only in that the vent from the reduction limiting reservoir would be closed in rst service position of the engineers brake valve device.

From the above, it will be seen that fading maintaining is particularly essential to avoid placing a train in jeopardy when an application of brakes is initiated at a time when a false gradient exists in the brake pipe, while nat maintaining could advantageously be employed in grade operation, and one object of the invention is the provision of an improved locomotive brake equipment embodying both of these features.

Another object of the invention is the provision of an improved locomotive brake equipment embodying means automatically adjustable according to the pressure gradient in a brake pipe to provide flat maintaining except when a false gradient exists under which condition fading maintaining will be provided for a trains safety.

Other objects and advantages will become apparent from the following more detailed description of the invention.

In the accompanying drawing, l is a diagrammatic view of a portion of a locomotive and Figs. 2 to 4 are diagrammatic views of a portion of an engineers brake valve device shown in Fig. l but with the rotary valves thereof in diierent positions, respectively.

Description For the purpose of illustration the brake apparatus embodying the invention may, as shown in the drawing, comprise an engineers brake valve device l, a combined equaliaing discharge and maintaining valve device 2, an equalizing reservoir 3, a reduction limiting reservoir a main reservoir 5, a feed valve device E for supplying uid at a constant reduced pressure from the main reservoir 5 via a pipe 'l to the brake valve device I, and a brake pipe 8. According to the invention the brake apparatus further comprises a maintaining selector valve device 9 and a Venturi choke device I.

The brake valve device may be like that disclosed in the above referred to patent but, for illustrative purposes, comprises a casing having a chamber Il adapted to be constantly supplied with fluid under pressure from the feed valve device 6 via pipe T. A rotary valve I2 contained in chamber II is pressed against its seat by pressure of fluid in chamber Ii and is connected by a stem or key I3 to an engineers. brake valve handle i4 through the medium of which said valve is adapted to be turned t its different brake controlling positions including i-lrst service position, running position, service position and lap position in which said valve is shown in, respectively, Figs. l to 4 of the drawing.

The combined equalizing discharge and maintaining valve device 2 comprises a casing containing a piston I5 at one side of which is an equalizing reservoir chamber I6 open to a pipe l1 also connected to the equalizing reservoir 3 and seat of the brake valve rotary valve I2. At the opposite side of piston I5 is a chamber i8 open to the brake pipe 8. A bell crank I9 fulcrumed at its knee on a pin 2B mounted in the casing has one arm the end of which is connected to a stem 2i of the equalizing piston I5 for movement with said pist-on. Extending through an opening in the other arm of bell crank I9 is a stem 22 of a brake pipe discharge valve 23 arranged to cooperate with a seat in the casing to control communication between chamber I8 and an atmospheric passage 24. A collar 25 on stem 22 is provided for engagement by the respective arm of bell crank I9 to unseat the exhaust valve 23 upon rotation of the bell crank I9 in a counter-clockwise direction while a spring 25 acting on said collar is provided to urge said valve to its scat upon rotation of said bell crank in the opposite direction. A leakage maintaining valve 21 contained in a chamber 28 controls communication between said chamber andchamber I8 and is urged to its seat by a spring 29. The valve 2l has a stem Sii projecting into chamber I8 for engagement by an arm of the bell crank I9 whereby said valve will be unseated by said arm after closing of the exhaust valve 23 by clockwise rotation of said bell crank.

The maintaining valve chamber 28 is open through a pipe 3| to the seat of the brake valve rotary valve I2, as are also the equalizing reservoir pipe I?, a pipe 32 from the reduction limiting reservoir d and the brake pipe 8.

The maintaining selector valve device S comprises a casing having a chamber 3i! to which pipe 32 is open and which contains a valve 34 for controlling communication between said chamber and a chamber 35 which is open to atmosphere through a restricted vent or passageway 35. The valve 34 has a stem 31 projecting through a partition wall 38 into a chamber 39 constantly open to the brake pipe 8. One end of chamber 33 is formed by a flexible diaphragm 40, the end of stem 31 being provided in chamber 39 with a followed head il engaging said diaphragm. At the opposite side of diaphragm G0 is a chamber 42 containing a follower i3 engaging the adjacent face of said diaphragm and urged thereagainst by a spring 4e acting on said follower'. A spring 25 in chamber' 35 acts on the valve 3d for urging it to open. Chamber 42 is open through a pipe i6 to the throat fil of the Venturi choke device l0.

Operation In operation, assume that the main reservoir 5 is charged with fluid under pressure in the usual manner and that by operation of the feed valve device 6 the rotary valve chamber II in the bra-ke valve device I is-supplied with :duid from said main reservoir at the reduced pressure which it is desired to normally carry in the brake pipe B. Further assume that the rotary valve I2 of the brake valve device I is in running position (Fig. 2).

With the rotary valve I2 in running position. uid at feed valve pressure will flow from the rotary valve chamber H through a passageway 48 to the brake pipe 8 and chamber I8 in the equalizing discharge valve mechanism 2 and also to pipe il and thence to the equalizing reservoir 3 and chamber I6 in said mechanism, whereby said brake pipe, reservoir, and chambers will become charged to the pressure provided by the feed valve device 6. Also in running position of the rotary valve I2 pipe 32 and thereby the reduction limiting reservoir 4 will be vented via a cavity, in said valve and an atmospheric passage envases With chambers it. led at; opposite of the piston. fthuscharged with uid at substantially the same pressures. the equalizingpiston le assume a pcsition4 such` as it is in' the drawing permitting closing of the brake pipe. discharge valve 23 and: maintaining valve 2T by the respective springs 26;. 29.

It: it is: new desired toeifect. a servicev application: or" brakes, the:k brake valve handle le and thereby the rutary* valve: |12 will be turned to rst servirlev pcsitim in: itis shown inv Eig.. 1. In. this position the rotary' valve.- l2@ willi lap the brake: d cutting oi further supply or' under pressure theretu, a. port 5l in said valve will open valve maxnher It to thex maintaining valve pipe; 31|' and a passageway 52 in said vakve will open the equalizing reservoir pipe l, 'l to the. reduc.- in'cn. reservoir pipe 32. Pressure of ii-uid in the equalizing reservoir 3f' and: piston chamber kh Will then. equalize substantially into. the re.- duction limiting. reservoir' aty the usual serv-ice ratev cmrtrolled. by a choke: 5.3 inthe passagevvay 52% When the supply of Huid. under pressure to the brake pipe 3*- is1 cut oiii by movingthe. brake valve device torst service positicmleakage from the: brakepiper usually present in. trainsr will starty to reducel the pressure therein and thereby in chamber lr of: the. device 2:, but if the rate ci such reduction does not exceed the service1 rate of reduction in pressure the equalizing reservoir 3 and. pistonl chamber |& then when the pressure in chamber L6 becomes. reduced` slightly belowv brake pipe pressure in chamber I8, the. piston t5 will move toward chamber L61 and actuate bell crank l-9 to, open the brake pipe discharge valve 23 sufficient to increase the rate oi reduction in pressure in brake pipe 8 to the service rate of reduction. in. equalizing reservoir pressure. in chamber- I6... Movement of. piston l5' will then cease until the brake pipe pressure in chamber la becomes. reduced slightly below the limited reduction in equalizing reservoir pressure in chamber I 6 whereupon the piston l5' will move toward chamber la to permit seating of the discharge valve 23. When the. discharge. valve. 2.3 is thus closed leakage of i'ui'dV under pressure from the brake pipe will however continue to reduce pressure in the brake pipe. 8 and piston chamber |`8 whereby the piston will continue movement to- Ward chamber [8' and thereby actuate the bell crank |19 to open the maintaining valve 21' to a degree to supply uid under pressure to chamber l8`andi the brake pipe 8 at a rate to prevent further: reduction in. such pressure by` leakage,

whereupon movement of piston IE will cease.

If the leakage of fluid under pressure from. the brake pipe is such asv would cause a reduction in pressure thereinat a rate exceeding' a service rate, when the brake valve device is turned' to rst service position, the brakeV pipe .pressure in chamber f8 will' reduce faster than pressure in the equali'zing reservoir and chamber f6 is reduced. Then when the brake pipe pressure in. chamber Y t8' becomes reduced slightly' below the reducing pressure in chamberl f5", the. equalizing piston I5 will movey toward chamber i8 and open the maintaining valve 2'1 to a degree sui'llcient to supply 'uid to the brake pipe 8 to compensate for the leakage of huid under pressure' therefrom where'- upon movement of said piston will cease;

If a false gradient exists in the brake pipe' 8 at the time the brake valve device moved to' first service position andl under which condition there Iwill a more rapid rate of' runaway-f of' uid under pressure from the brake pipe at the locomotive toward the: rear'V oi' the. train ever exists. with maximum permissible leakage of fluid under pressure irons the brake pipe.. their. the maintainingv valve: 2l will open tu a greater degree than above described in order to supply-more Huid under pressure toy the brake pipe as.. necessary' to prevent the pressure therein at the loecmctive reducing faster than. the.- service.` rate of reductilbn` ixr pressure in theeuualizing: reservoir s andi equalizing piston chamber t6..

It will be. noted? that the fluid under `rufessure supplied'. to:v the brake pipe.l 8 by the maintaining valve'` 21 ows through the Venturi. choke device tu which; ow will' reduce' the pressure in pipe 4e and. chamber 42: of the maint'ainingl selector valve. devi-cer 9y to below brake pipe pressure acting in chamber 39 on the opposite side: of: diaphragm 401 by a. degree proportionate to the rate of such flow which is. necessary to: prevent brake pipe pressure reducing' faster than the service rate of reduction in pressure in. the equalizing reservoir 31, Thus. the pressure in chamber 42' w-ilif be reduced to a lower degree: when the` brake valve device is moved to first: service position atl the time a false: gradient is present in the brakefpipe than when there is. no. false gradient but, instead, only' leakage even up'Y toE a: maximum permissiblefdegree;

The spring 44 acts on diaphragm. 40 with such force: as to hold valve.` 34 seated for all:` pressures of. huid. in chamber 42,. with respect tov brake .pipe pressure. in chamberA 39.3. except thatwhich. will be obtained when. the maintaining valve 2:1 is

' operating to supply huid. to the brake pipe: 3' to compensate for' the tendency to1 drop therein due to greater than` permissible. brakev pipe leakage and hence when there is a. falsev gradient in the pipe at thetime the brake val-ve device is movedto first service position.

rlhsrefore when the brake valve device is moved to first' service position toinitiate an appl-ication of brakes when there is no false gradienti i-n the brake pipe. the valve 34 will be closed so as to prevent venting of uid underpressure from the reduction limiting` reservoir 4.. The consequent' reduction in brake. pipe pressure will there'- forebe limited toV equalization. of pressure of fluid in the equalizing reservoir' 3- into the reduction limiting reservoir al at a service: rate,- the main.- taining valve 2l' operating to provide a` like rate and degree of reduction in pressure in brake pipe 8,. which; will ensure: gentle gathering of slack in a. longtrain. having up to maximum permissible leakage of fluid under pressure from. said; braise pipe;v

If a. false brake pipegradient exists however ati the time. oi initiating the service reduction in brake pipe pressure, the.E valve 34 will be opened tof permit.- venting of iiuid pressurev from the reduction limiting. reservoir 4 through: the restricted: vent 35; whereby after substantial equalization of. pressure of fluid in the eaualizing reservoir 3' into the reduction. limiting. reservoir f 4 at` a servicev rate, such pressurewill continue. to

reduce ata slower rate. governed by the capacity of the vent 35. Thus. after the initial limited reductionin pressure in the brake pipe at a service rate the reduction will continuev at. 'a slower rate governed by vent 36' as' necessary under this particular condition to prevent the herei'nbefore described undesired release of brakes on the cars ofv a train from a few cars back from the locomotive to the' reary end of the train.

pipe, a normally vented reduction limiting reservoir, a brake valve device for opening said equalizing reservoir to said reduction limiting reser" Voir for reducing the pressure in said equalizng reservoir, an equalizing device controlled by opposing pressures in said equalizing reservoir and brake pipe and operative upon a reduction in pressure in said equalizing reservoir to either vent fluid under pressure from said brake pipe or to supply iiuid under pressure to said brake pipe as necessary to maintain brake pipe pressure substantially equal to that in said equalizing reservoir, a vent for said reduction limiting reservoir, a valve for opening and closing said vent, and means operative according to iioW of uid under pressure to said brake pipe by said equalizing device for operating said valve to open .said vent when the flow exceeds a chosen degree and to close said valve at other times.

3. In a brake apparatus, in combination, a brake pipe, an equalizing reservoir normally charged with iiuid at the pressure in said brake pipe, a normally vented reduction limiting reservoir, a brake valve device for opening said equalizing reservoir to said reduction limiting reservoir for reducing the pressure in said equalizing reservoir, an equalizing device controlled -by opposing pressures in said equalizing reservoir and brake pipe and operative upon a. reduction in pressure in said equalizing reservoir to either vent iiuid under pressure from said brake pipe or to supply fiuid under pressure to said brake pipe as necessary to maintain brake pipe pressure substantially equal to that in said equalizing reservoir, a Venturi device in the iiow connection between said equalizing device and said brake pipe, movable abutment means subject to pressure in said brake pipe opposing pressure of iiuid at the throat of said Venturi device, a vent from said reduction reservoir, and valve means operable by said abutment means to open said vent upon a chosen difference between pressures in said brake pipe and throat of said Venturi device and to close said vent upon a diirerence less than said chosen diierence.

CARLTON D. STEWART.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 1,914,623 Thomas June 20, 1933 2,322,042 McClure June 15, 1943 OTHER REFERENCES No. 8 E. T. Locomotive Brake Equip. W. A. B. Co., Pittsburgh, Pa. Instruction Pamphlet 5032- 1, May 1935, p. 31. 

